EP1800995B1 - Steuerung für elektrische servolenkvorrichtung eines fahrzeugs mit auf ein gelenktes rad einwirkender radschlupfsteuerung - Google Patents

Steuerung für elektrische servolenkvorrichtung eines fahrzeugs mit auf ein gelenktes rad einwirkender radschlupfsteuerung Download PDF

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Publication number
EP1800995B1
EP1800995B1 EP05793451A EP05793451A EP1800995B1 EP 1800995 B1 EP1800995 B1 EP 1800995B1 EP 05793451 A EP05793451 A EP 05793451A EP 05793451 A EP05793451 A EP 05793451A EP 1800995 B1 EP1800995 B1 EP 1800995B1
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EP
European Patent Office
Prior art keywords
steering
wheel
torque
increase
control
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Expired - Fee Related
Application number
EP05793451A
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English (en)
French (fr)
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EP1800995A1 (de
EP1800995A4 (de
Inventor
Yoshiaki Tsuchiya
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of EP1800995A4 publication Critical patent/EP1800995A4/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0472—Controlling the motor for damping vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/08—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to driver input torque
    • B62D6/10—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to driver input torque characterised by means for sensing or determining torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/02—Active Steering, Steer-by-Wire

Definitions

  • the present invention relates to a control device for an electric power steering system of a vehicle in which vehicle wheels steered by a steering wheel are applied with a wheel slip control such as a traction control (TRC) or an anti-lock brake control (ABS).
  • a wheel slip control such as a traction control (TRC) or an anti-lock brake control (ABS).
  • the electric power steering system is well known in the art of vehicles as a system for assisting the steering operation of the driver by turn of the steering wheel, wherein the assisting steering power is generated by an electric motor.
  • the traction control system and the anti-lock brake system are also well known in the art of vehicles as a system for selectively decreasing the traction force of a driving vehicle wheel by a decrease of engine output power or by an application of braking to the driving wheel to avoid an excessive slippage of the wheel on the road surface under a traction, and a system for selectively loosening a braking force applied to the wheel also to avoid an excessive slippage of the wheel on the road surface under a braking, respectively.
  • Document US-A-6 154 696 which discloses the features of the preamble of claim 1, describes a steering control system for controlling the torque steer in a vehicle equipped with an electric power steering device and a torque split arrangement for individually controlling traction and/or braking force of right and left wheels.
  • a target current is determined for assisting steering by the electric power steering device.
  • a torque different signal indicating whether or not the torque splitter as a wheel slip control system is in operation is received by the steering control unit so that a torque steer canceling steering torque determining unit produces a torque steer canceling steering torque signal for canceling the torque steer according to the torque difference signal, wherein the torque steer canceling steering torque signal is added to the normal steering assist torque signal and the reactive steering assist torque signal.
  • the electric power steering system being controlled by calculating a target value of assisting steering force to be generated by the electric power steering system so as to increase according to an increase of the steering torque of the steering wheel in a manner different according to whether or not the wheel slip control system is in operation as described above, the operation of the electric power steering system is adjusted according to whether or not the wheel slip control system like the traction control system or the antilock brake system is in operation, so that the operation of the electric power steering system is properly co-related with the operation of the wheel slip control system like the traction control system or the antilock brake system.
  • the computing system may increase the target value of assisting steering force according to an increase of the steering torque of the steering wheel by a degree increased along with increase of a time based differential of the steering torque of the steering wheel.
  • the computing system may increase the target value of assisting steering force according to an increase of the steering torque of the steering wheel by such a degree increased along with increase of a time based differential of the steering torque of the steering wheel that is decreased along with increase of vehicle speed.
  • the electric power steering system has an input member rotated by the steering wheel, and the degree of increasing the target value of assisting steering force according to an increase of the steering torque of the steering wheel may be increased along with increase of a time based differential of the steering torque of the steering wheel more when directions of a time based differential of torque transmitted through the input member and a time based differential of rotational angle of the input member during operation of the wheel slip control system is different from each other than when those directions are the same with each other.
  • the operations of the electric power steering system and the wheel slip control system like the traction control system or the anti-lock brake system are co-related such that an apparent vibration component generated in a steered vehicle wheel is more effectively suppressed from transmitting toward the steering wheel when the wheel slip control system is in operation.
  • the computing system may decrease a degree of increasing the target value of assisting steering force according to an increase of the steering torque of the steering wheel along with increase of a time based differential of steering angle of the steering wheel less along with increase of steering torque of the steering wheel.
  • the modification of the target value of assisting steering force during the operation of the wheel slip control system may be continued until a determined time lapses from the time point of the end of the operation of the wheel slip control system.
  • the computing system may decrease the target value of assisting steering force along with increase of vehicle speed.
  • 10FL, 10FR, 10RL and 10RR are front left, front right, rear left and rear right vehicle wheels suspended to a vehicle body 12 by wheel suspension means not shown in the figure.
  • the front left and front right wheels 10FL and 10FR are steering vehicle wheels steered by a steering wheel 14 operated by a driver and an electric power steering system generally designated by 16, via steering arms 18L and 18R, respectively.
  • 20 is an electronic control unit incorporating a microcomputer.
  • the electric power steering system 16 includes an electric motor 22 which drives a rack bar 24 via a ball-screw motion transformer 26 to shift leftward or rightward, so that the steering arms 18L and 18R pivotably connected with opposite ends of the rack bar 24 turn the steering vehicle wheels 10FL and 10FR around king pins not shown in the figure.
  • the front steered vehicle wheels 10FL and 10FR are driven by a power source not shown in the figure, which may be a conventional engine or a hybrid system incorporating an engine and one or two motor-generators.
  • a brake system including a hydraulic circuit 32 not shown in detail but well known in the art adapted to selectively supply a braking hydraulic pressure to wheel cylinders 34FL, 34FR, 34RL and 34RR to apply braking forces to brake disks incorporated in the wheels 10FL, 10FR, 10RL and 10RR, though not shown in detail in the figure, since these devices are well known in the art.
  • the hydraulic circuit 32 is also connected with a manual brake system including a brake pedal 36 and a master cylinder 38 also well known in the art, so that the wheel cylinders 34FL, 34FR, 34RL and 34RR are supplied with a braking hydraulic pressure from the master cylinder 38 according to a depression of the brake pedal 36 by a driver when the vehicle is normally braked under the braking operation of the driver.
  • 40 is a sub electronic control unit for executing a vehicle stability control by automatically controlling the hydraulic circuit 32 as known in various manners in this art.
  • 42 is a steering shaft supporting the steering wheel 14 to be rotated thereby according to a steering operation of the driver and to manually shift the rack bar 24 by a pinion not shown in the figure.
  • 44 is a steering angle sensor for detecting the angle of steering rotation of the steering shaft 42 and sending a signal showing the steering angle ⁇ to the electronic control unit 20.
  • 46 is a torque sensor for detecting the steering torque transmitted through the steering shaft 42 and sending a signal showing the torque Ts transmitted through the steering shaft 42 to the electronic control unit 20.
  • 48 is a vehicle speed sensor for detecting vehicle speed in a manner known in this art to send a signal showing vehicle speed V to the electronic control unit 20.
  • 50 is an engine control unit which cooperates with the sub electronic control unit 40 to execute a traction control in the manner well known in this art.
  • control device for the electric power steering system 16 is indeed carried out by the electronic control unit 20 according to a control program stored therein according to the present invention.
  • the control will be described with respect to an embodiment in the following by referring to Figs. 2-11 .
  • Fig. 2 is a flowchart showing the main routine of the control.
  • the control according to this main routine is started when an ignition switch not shown in the figure is closed and cyclically repeated during the operation of the vehicle at a cycle time such as 10-100 microseconds.
  • step 10 signals are read in from the steering angle sensor 44, the steering torque sensor 46, the vehicle speed sensor 48 and others not shown in the figure.
  • a base value of a target assisting steering force to be generated by the electric power steering system is calculated according to a steering torque of the steering wheel and vehicle speed.
  • the base value of the target assisting steering force is calculated as a torque base value Tab of a target assisting steering torque by referring to maps such as shown in Figs. 5 and 6 .
  • a provisional value Tabo for the base value Tab of the target assisting steering torque is calculated according to the steering torque Ts of the steering wheel by referring to the map of Fig.
  • step 30 it is judged if the traction control is being executed.
  • the control bypasses step 40 to proceed to step 50, while when the answer is no, the control proceeds to step 40.
  • step 40 it is judged if a predetermined time Tt has lapsed after the end of the traction control. This step is provided to take a delay time before ending the control against the execution of the traction control according to the present invention described hereinbelow when the traction control has ended, because the electric power steering system is quicker in getting off than the traction control system incorporating some inertial components.
  • the delay time Tt may be of the order of 500 milliseconds.
  • step 50 a flag Ftrc, which is reset to 0 at the start of the control operation through the flowchart of Fig. 2 , or in step 90 described hereinunder, is set to 1 to show that the traction control is in operation.
  • step 40 When the answer of step 40 is yes, the control proceeds to step 60, and it is judged if the anti-lock brake system is in operation. When the answer is yes, the control bypasses step 70 to proceed to step 80, while when the answer is no, the control proceeds to step 70. In step 70, it is judge if a predetermined time Ta has lapsed after the end of the anti-lock brake control. This step is also provided to take a delay time before ending the control against the execution of the anti-lock brake control according to the present invention described hereinbelow when the anti-lock brake control has ended, also because the electric power steering system is quicker in getting off than the anti-lock brake system incorporating some inertial components. The Ta may also be of the order of 500 milliseconds.
  • step 80 a flag Fabs, which is also reset to 0 at the start of the control operation through the flowchart of Fig. 2 , or in step 90 described hereinunder, is set to 1 to show that the anti-lock brake control is in operation.
  • step 70 When the answer of step 70 is yes, the control proceeds to step 90, and the flags Ftrc and Tabs are both reset to 0, to show that neither the traction control nor the anti-lock brake control is executed.
  • step 100 a modification torque Ttd for modifying the base value Tab of the target assisting steering torque according to a time-based differential of the steering torque Ts is calculated according to the sub routine shown in Fig. 3 .
  • a provisional value Ttdo for a modification torque Ttd is calculated according to a time-based differential Ts' of the steering torque Ts by referring to a map such as shown in Fig. 7 , such that Ttdo increases according to an increase of Ts', provided that the values for the left and right turn of the vehicle are expressed by positive and negative values, respectively.
  • a vehicle speed factor Kvtd is calculated according to the vehicle speed V by referring to a map such as shown in Fig. 8 , such that Kvtd slightly decreases according to an increase of the vehicle speed.
  • step 130 it is judged if the flag Ftrc is 1, i.e., if the traction control is on (including the delay time Tt).
  • the control proceeds to step 140, and it is judge if a product of the time-based differential Ts' of the steering torque Ts and a time-based differential ⁇ ' of the steering angle ⁇ is negative, i.e., Ts' ⁇ ' ⁇ 0. This is to judge if the steering shaft 42 is being applied with an inverse torque input against the direction of change of the steering angle ⁇ , probably acting from the steered vehicle wheel toward the steering wheel as more liable to occur when the traction control is being executed.
  • step 140 When the answer of step 140 is yes, the control proceeds to step 145, and a factor Ktd is set to a value Ktd1 which is larger than a value Ktd3 in step 150 to which the control proceeds when the answer of step 140 is no, so as to correspondingly increase the modification torque Ttd described hereinunder for modifying the base value Tab for the target assisting steering torque Ta against the inverse torque input.
  • step 150 When the answer of step 140 is no, the control proceeds to step 150, and the factor Ktd is set to Ktd3 which is smaller than Ktd1 as described above.
  • step 160 When the answer of step 130 is no, the control proceeds to step 160, and it is judged if the flag Fabs is 1, i.e., if the anti-lock brake control is on (including the delay time Ta). When the answer is yes, the control proceeds to step 165, and it is judged if the product Ts' ⁇ ' is negative or not in the same manner as in step 140. This is also to judge if an inverse torque input is applied to the steering shaft 42 as also more liable to occur when the anti-lock brake control is being executed. When the answer is yes, the control proceeds to step 170, and the factor Ktd is set to a value Ktd2 which is also larger than the value Ktd3.
  • Ktd1 and Ktd2 reflecting thereon the effect of suppressing the above-mentioned inverse torque input against the influence of the execution of the traction control and the anti-lock brake control, respectively may be determined appropriately according to the designs of respective vehicles such that Ktd1 is larger than Ktd2, Ktd1 is smaller than Ktd2, or Ktd1 is equal to Ktd2, both being, however, larger than Ktd3.
  • the control proceeds to step 200 in the main routine of Fig. 2 .
  • a modification torque Tdp for modifying the base value Tab of the target assisting steering torque Ta according to a time-based differential of the steering angle is calculated according to the sub routine of Fig. 4 .
  • This modification provides a damping effect to the steering operation so that the power assist steering does not overshoot.
  • step 210 it is judged if the flag Ftrc is 1, i.e., if the traction control is on (including the delay time Tt).
  • the control proceeds to step 220, and a provisional value Tdpo for a modification torque Tdp according to a time-based differential ⁇ ' of the steering angle ⁇ is calculated by referring to a map such as shown in Fig. 9 , particularly according to the thick broken line in the map, such that Tdpo is increased in most in the negative value according to an increase of ⁇ ', provided that the values for the left and right turn of the vehicle are expressed by positive and negative values, respectively.
  • a vehicle speed factor Kvdp for further modifying the provisional value Tdpo is calculated according to the vehicle speed V by referring to a map such as shown in Fig. 10 , particularly according to the thick broken line thereof, such that Kvdp increases in most according to an increase of the vehicle speed V.
  • step 210 When the answer of step 210 is no, the control proceeds to step 230, and it is judged if the flag Fabs is 1, i.e., if the anti-lock brake control is on (including the delay time Ta).
  • the control proceeds to step 240, and the provisional value Tdpo for the modification torque Tdp according to the time-based differential ⁇ ' of the steering angle ⁇ is calculated by referring to the map of Fig. 9 , particularly according to the thin broken line thereof, such that Tdpo is increased in medium in the negative value according to an increase of ⁇ '.
  • the control proceeds further to step 245, and the factor Kvdp is calculated according to the vehicle speed V by referring to the map of Fig. 10 , particularly according to the thin broken line thereof, such that Kvdp increases in medium according to an increase of the vehicle speed V.
  • Step 250 the control proceeds to step 250, and the provisional value Tdpo for the modification torque Tdp according to the time-based differential ⁇ ' of the steering angle ⁇ is calculated by referring to the map of Fig. 9 , particularly according to the solid line thereof, such that Tdpo is increased in least in the negative value according to an increase of ⁇ '.
  • the control proceeds further to step 255, and the factor Kvdp is calculated according to the vehicle speed V by referring to the map of Fig. 10 , particularly the solid line thereof, such that Kvdp increases in least according to an increase of the vehicle speed V..
  • step 260 a steering torque factor Ktdp for further modifying the provisional value Tdpo according to the steering torque Ts is calculated by referring to a map such as shown in Fig. 11 , such that Ktdp is slightly decreased according to an increase of the steering torque.
  • the modification torque Tdp according to the time-based differential ⁇ ' of the steering torque ⁇ is increased in the absolute value thereof as a negative value according to an increase of the time-based differential ⁇ ' of the steering angle ⁇ , reflecting thereon the damping effect of the steering system not to allow the power assist steering to overshoot, particularly more when the traction control or the anti-lock brake control is being executed, so that the wheel slip control is not adversely affected by an overshooting of the power assist steering.
  • the manner of more increasing the absolute value of the modification torque Tdp in the negative value according to an increase of the time-based differential ⁇ ' of the steering angle ⁇ when the traction control or the anti-lock brake is being executed may be appropriately determined according to the designs of respective vehicles more than when neither the traction control nor the anti-lock brake control is executed.
  • the absolute value of the modification torque Tdp is more increased when the traction control is being executed than when the anti-lock brake control is being executed.
  • the same difference in the effects of the traction control and the anti-lock brake control is reflected on in the factor Kvdp as will be seen in the map of Fig. 10 .
  • the modification for the target assisting steering torque by the modification torque Ttd calculated by the sub routine of Fig. 3 and the modification torque Tdp calculated by the sub routine of Fig. 4 are effected in the adding and subtracting manner in the shown embodiment, the modification according to the sub routines of Figs. 3 and 4 may be made in a multiplying manner by appropriately transforming the values of Ttd and Tdp into multiplying factors.
  • step 310 the steering assist control is executed according to the target assisting steering torque Ta calculated in the above-mentioned manner.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)
  • Regulating Braking Force (AREA)

Claims (4)

  1. Steuervorrichtung für ein elektrisches Servolenksystem (16) eines Fahrzeugs, das ein Lenkrad (14), ein Eingangselement (42), das von dem Lenkrad gedreht wird, zwei Fahrzeugräder (10FL, 10FR), die von dem Lenkrad gelenkt werden können, und ein Radschlupfsteuersystem (20, 32, 40) wie ein Traktionssteuersystem oder ein Anti-Blockiersystem, das auf die gelenkten Fahrzeugräder (10FL, 10FR) wirkt, aufweist, wobei die Steuervorrichtung aufweist:
    ein Rechensystem (20) zum Berechnen eines Sollwertes (Ta) zum Unterstützen einer Lenkkraft, die von dem elektrischen Servolenksystem (16) erzeugt wird, derart, dass er sich entsprechend einer Erhöhung des Lenkmomentes (Ts) des Lenkrads (14) in Abhängigkeit davon, ob das Radschlupfsteuersystem (32, 40) in Betrieb ist oder nicht, unterschiedlich erhöht;
    dadurch gekennzeichnet, dass
    das Rechensystem (20) den Sollwert (Ta) zum Unterstützen einer Lenkkraft entsprechend einer Erhöhung des Lenkmomentes des Lenkrads (14) um einen Grad erhöht, der zusammen mit einer Erhöhung einer zeitlichen Ableitung des Lenkmomentes des Lenkrads (14) erhöht wird,
    der Grad der Erhöhung des Sollwertes zum Unterstützen der Lenkkraft entsprechend einer Erhöhung des Lenkmomentes des Lenkrads (14) mit einer Erhöhung einer zeitlichen Ableitung des Lenkmomentes des Lenkrads (14) stärker erhöht wird, wenn sich die Richtungen einer zeitlichen Ableitung eines Drehmomentes (Ts'), das durch das Eingangselement (42) übertragen wird, und einer zeitlichen Ableitung eines Drehwinkels (θ') des Eingangselements (42) während eines Betriebs des Radschlupfsteuersystems (20, 32, 40) voneinander unterscheiden, als wenn die Richtungen dieselben sind.
  2. Steuervorrichtung nach Anspruch 1, wobei das Rechensystem (20) den Sollwert (Ta) zum Unterstützen der Lenkkraft entsprechend einer Erhöhung einer zeitlichen Ableitung des Lenkwinkels (θ') des Lenkrads (14) verringert.
  3. Steuervorrichtung nach Anspruch 1 oder 2, wobei, wenn ein Betrieb des Radschlupfsteuersystems (20, 32, 40) endet, die Änderung des Sollwertes (Ta) zum Unterstützen der Lenkkraft während eines Betriebs des Radschlupfsteuersystems (20, 32, 40) fortgesetzt wird, bis eine vorbestimmte Zeit (Tt, Ta) seit dem Zeitpunkt des Endes des Betriebs des Radschlupfsteuersystems (20, 32. 40) verstrichen ist.
  4. Steuervorrichtung nach Anspruch 1, 2 oder 3, wobei das Rechensystem (20) den Sollwert (Ta) zum Unterstützen der Lenkkraft entsprechend einer Erhöhung einer Fahrzeuggeschwindigkeit (V) verringert.
EP05793451A 2004-10-12 2005-10-11 Steuerung für elektrische servolenkvorrichtung eines fahrzeugs mit auf ein gelenktes rad einwirkender radschlupfsteuerung Expired - Fee Related EP1800995B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2004297620A JP4353058B2 (ja) 2004-10-12 2004-10-12 電動式パワーステアリング装置用制御装置
PCT/JP2005/018992 WO2006041175A1 (ja) 2004-10-12 2005-10-11 操舵輪に作用する車輪滑り制御装置を備えた車輌の電動式パワーステアリング装置の制御装置

Publications (3)

Publication Number Publication Date
EP1800995A1 EP1800995A1 (de) 2007-06-27
EP1800995A4 EP1800995A4 (de) 2008-07-02
EP1800995B1 true EP1800995B1 (de) 2010-04-28

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EP05793451A Expired - Fee Related EP1800995B1 (de) 2004-10-12 2005-10-11 Steuerung für elektrische servolenkvorrichtung eines fahrzeugs mit auf ein gelenktes rad einwirkender radschlupfsteuerung

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US (1) US7647149B2 (de)
EP (1) EP1800995B1 (de)
JP (1) JP4353058B2 (de)
KR (1) KR100816308B1 (de)
CN (1) CN100560416C (de)
DE (1) DE602005020953D1 (de)
WO (1) WO2006041175A1 (de)

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JP5092603B2 (ja) 2007-07-20 2012-12-05 株式会社ジェイテクト 車両用操舵装置
JP5098687B2 (ja) * 2008-02-18 2012-12-12 日本精工株式会社 電動パワーステアリング装置の制御装置
JP5514417B2 (ja) * 2008-09-04 2014-06-04 カヤバ工業株式会社 電動パワーステアリングの制御装置
JP5032529B2 (ja) * 2009-04-07 2012-09-26 本田技研工業株式会社 車両用操舵装置
JP5942726B2 (ja) * 2012-09-18 2016-06-29 株式会社ジェイテクト 電動パワーステアリング装置
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JP4353058B2 (ja) 2009-10-28
EP1800995A1 (de) 2007-06-27
WO2006041175A1 (ja) 2006-04-20
EP1800995A4 (de) 2008-07-02
US7647149B2 (en) 2010-01-12
DE602005020953D1 (de) 2010-06-10
US20080097668A1 (en) 2008-04-24
JP2006111048A (ja) 2006-04-27
CN100560416C (zh) 2009-11-18

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